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Energy Systems and Technologies for the Coming Century ...

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educing new car emissions to 120 g CO 2 /km by 2012, as defined in <strong>the</strong> strategy, is notlikely to be achieved.Despite a low probability of achieving <strong>the</strong> 2012 target, <strong>the</strong> strategy, <strong>and</strong> <strong>the</strong> measures itincludes, has played an important role in reducing CO 2 emissions from light-dutyvehicles.Evolution of CO 2 emissions from new passenger cars by association are shown in Figure2 as well as <strong>the</strong> voluntary commitments undertaken by <strong>the</strong> European (ACEA), Japanese(JAMA) <strong>and</strong> Korean (KAMA) car manufacturer associations related to average new caremission targets of 140 g CO 2 /km by 2008/2009 (EU, 2010).The reduction of average CO 2 emissions from new cars can be achieved by means ofimprovements in vehicle motor technology (e.g. air-conditioning systems, pressuremonitoring systems…) as well as with <strong>the</strong> increased use of biofuels. The binding targets<strong>for</strong> Member States is to achieve a 10% share of renewable energy in <strong>the</strong> transport sectorby 2020 (Directive 2009/28/EC18).Figure 3. Evolution of CO 2 emissions from new passenger cars by association (adjusted<strong>for</strong> changes in <strong>the</strong> test cycle procedure)Since <strong>the</strong> achievement of <strong>the</strong> EU objective of 120 g CO 2 /km in 2012 is not possible, newobjective implemented by Regulation (EC) No443/2009 is to achieve 130g CO 2 /km in<strong>the</strong> period 2012-2015.A second target of 95 g CO 2 /km announced in <strong>the</strong> Strategy as a target <strong>for</strong> fur<strong>the</strong>rconsideration is included <strong>for</strong> 2020. The modalities of reaching this target are to bedefined by 2013.Beside st<strong>and</strong>ards, fuel tax is a widely used policy instrument. However, <strong>the</strong> primaryreason <strong>for</strong> fuel tax is to increase governmental income <strong>and</strong> not to reduce CO 2 emissions.Fossil fuel prices were ra<strong>the</strong>r volatile <strong>and</strong> continuously increasing in <strong>the</strong> last decades.They may have a significant impact on travel dem<strong>and</strong> <strong>and</strong> fuel intensity. The range offuel prices vary wide across analyzed countries mostly due to <strong>the</strong> different taxes.Actually, <strong>the</strong> largest part of fuel price in most of <strong>the</strong> countries is excise tax.The share of total tax (VAT <strong>and</strong> excise taxes) on gasoline is very different across <strong>the</strong>EU-countries ranging from 40% to 60% of <strong>the</strong> total gasoline price, see Figure 4.Currently, <strong>the</strong> highest tax on gasoline is in <strong>the</strong> Ne<strong>the</strong>rl<strong>and</strong>s, Germany <strong>and</strong> Sweden. Thelowest tax on gasoline is in Cyprus.Risø International <strong>Energy</strong> Conference 2011 Proceedings Page 312

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